sign in sign up
<<
Home , General Motors EV1, Honda EV Plus, Hydrogen vehicle

2002-01-1916 Electric and Testing

James E. Francfort Idaho National Engineering and Environmental Laboratory

Lee A. Slezak U.S. Department of Energy

Copyright © 2002 Society of Automotive Engineers, Inc.

ABSTRACT

Today’s advanced-technology vehicles (ATVs) feature as well as general information about ATVs, such as how hybrid-electric engines, regenerative braking, advanced they work and their histories. electric drive motors and batteries, and eventually engines. There is considerable environmental and The Field Operations Program signed a 5-year testing regulatory pressure on fleets to adopt these vehicles, agreement in 1999 with the following group of Qualified resulting in high-risk purchase decisions on vehicles that Vehicle Testers (QVTs): do not have documented performance histories. The Department of Energy’s Field Operations Program tests • Electric Transportation Applications (lead partner) ATVs and disseminates the results to provide accurate • American Red Cross. and unbiased information on vehicle performance • Public Service (http://ev.inel.gov/fop). Enhancing the fleet manager’s • Bank One of Arizona knowledge base increases the likelihood that ATVs will • Potomac Electric Power Company be successfully and optimally placed into fleet missions. • Salt River Project • Southern Edison (SCE) The ATVs are tested using one or more methods - • Southwest Airlines Baseline Performance, Accelerated Reliability, and Fleet • Virginia Power. Testing. The Program and its 10 testing partners have tested over three-dozen electric and hybrid electric DOE’s Office of Transportation Technologies (under the vehicle models, accumulating over 4 million miles of Office of Energy Efficiency and Renewable Energy) testing experience. The Program has initiated the manages the Field Operations Program. The Program additional testing of neighborhood, urban, and hybrid works with commercial and government fleets, and electric vehicles and -powered vehicles. industry groups to support the testing and deployment of ATVs in today’s evolving transportation market. Test INTRODUCTION procedures are developed jointly with industry stakeholders to measure real-world performance. The The Field Operations Program provides fleet managers Program’s activities comprise four areas: and other potential advanced technology vehicle (ATV) users with accurate and unbiased information on vehicle • Light-Duty Electric Vehicles (EVs) performance. This allows the purchaser to make • Light-Duty Hybrid Electric (HEVs) and Fuel Cell informed decisions about acquiring and operating ATVs. Vehicles Vehicle information is obtained by testing ATVs in • Light-Duty Alternative Fuel Vehicles conjunction with industry partners and disseminating the • Medium- and Heavy-Duty Advanced Technology testing results. The ATVs are tested using three methods Vehicles. - Baseline Performance Testing, Accelerated Reliability Testing, and Fleet Testing. The testing results are disseminated via Program’s Website in the form of The Idaho National Engineering and Environmental vehicle fact sheets, summary reports, and survey results Laboratory manages the first two program areas. These (http://ev.inel.gov/fop). Additional information on the testing activities and the results are discussed below. Website includes testing specifications and procedures,

LIGHT-DUTY TESTING Drive Cycle Range - Kilometers

The Field Operations Program, in conjunction with its Average PbA QVT partners, uses several testing methods to validate Average NiMH light-duty electric vehicle (EV) performance. The testing EP I C ( Ni MH) results are discussed by testing method. Ranger (NiMH)

EV1 ( Ni MH) EV BASELINE PERFORMANCE TESTING METHODS - S-10 (NiMH) The Field Operations Program has traditionally used two Baseline Performance testing methods, EVAmerica and RAV4 ( NiMH) Pomona Loop testing. Ranger ( PbA) Chev S-10 (PbA)

EVAmerica Testing Results - The EVAmerica testing is EV1 ( P bA ) conducted by Electric Transportation Applications on RAV4 ( PbA) closed tracks and dynamometers and the results are highly repeatable.1 The test parameters include Solect ria Force (NiMH) acceleration, three types of range tests, gradeability, Solect ria E10 (PbA) handling, charging, maximum speed, braking, and 0 20 40 60 80 100 120 140 160 180 200 220 240 minimum safety standards that the vehicles must meet. Figure 2. EVAmerica individual testing results for SAE The Program and its testing partners have conducted J1634 drive cycle tests. (Not all vehicles shown). EVAmerica Baseline Performance testing on 21 vehicle models since 1994. Test vehicles include the Chevrolet The 1998 results were driven by the nickel-metal-hydride S-10, EPIC, Ford Ranger, EV1, (NiMH) equipped EV1 from General Motors. The EV1 and RAV4. These vehicles were equipped with has the highest test results to date, going 356 km in the nickel-metal-hydride (NiMH) battery packs. The test 72-km/h constant speed test and 259 km in the 97-km/h results provide a good characterization of vehicle constant speed test. The two pickups tested during 1999 performance. The testing has documented range were also equipped with NiMH batteries and they increases of up to 150% when comparing the 1998 test averaged 143 km for the drive-cycle test, 198 km in the vehicles to the 1994 test vehicles (Figure 1). The 1998 72 km/h constant speed test, and 130 km in the 97-km/h results include a drive-cycle2 range of 225 kilometers constant speed test. The 1999 results did not increase (km) for the General Motors EV1 (Figure 2). (For all compared to the 1998 tests; vehicles other than the EV1 classes of EVs, the basis for drive cycle dynamometer with NiMH batteries could not replicate the 1998 results. testing is SAE J1632).

The average annual acceleration tests (performed at Driving Cycle Range - Kilometers 50% state-of-charge) show an overall increase in vehicle performance (Figure 3). The average time to accelerate 18 0 . 0 from 0 to 80 km/h has decreased from 24 seconds 16 0 . 0 Acceleration 0 to 80.5 km/h (50% SOC) - Seconds 14 0 . 0 12 0 . 0 30.0 10 0 . 0

80.0 25.0 60.0 20.0 40.0 20.0 15. 0 0.0 10 . 0 1994 1995 1996 1997 1998 1999

5.0

Figure 1. EVAmerica drive cycle (SAE J1634) 0.0 19 9 4 19 9 5 19 9 6 19 9 7 19 9 8 19 9 9 average (mean) annual testing results.

All three of the range tests (Driving Cycle, Constant Figure 3. Mean EVAmerica acceleration Speeds at 72 and 97 km/h) exhibit similar trends – an testing results. overall continuing improvement in EV performance. The recorded during 1994 to 12 seconds for the 1999 test 1997 decreases in range can be attributed to the type of vehicles. The lead-acid EV1, tested during 1996, had a 0 vehicles tested that year. Both of the 1997 test vehicles to 80-km/h acceleration time of 6.7 seconds at a 50% were pickups, with lead-acid batteries and high payloads, state-of-charge. At 100% state-of-charge, the EV1 intended for use in utility types of fleet applications. accelerated from 0 to 80 km/h in 6.3 seconds. The single most important factor for increasing vehicle Table 1. Definition of the Urban and Freeway Pomona range is the amount of kWh stored in a vehicle’s battery. Loop testing scenarios. (Min – minimum, Max – Increasing the kWh can be accomplished by increasing Maximum, A/C – ) the number of batteries onboard or using a higher- capacity battery technology. NiMH batteries were used Urban Loops on seven vehicles to increase range. The higher specific UR1 Minimum payload, no auxiliary loads energy of NiMH batteries is evident when looking at Figure 4. During 1995, two out of the three test vehicles UR2 Min payload, A/C high, headlights low, radio on were equipped with NiMH batteries, as were all five UR3 Maximum payload, no auxiliary loads vehicles tested during 1998 and 1999. During 1994, 1996, and 1997, lead-acid batteries were used in 12 of UR4 Max payload, A/C high, headlights low, radio on the 13 vehicles tested (one 1994 vehicle used nickel-iron Freeway Loops batteries). The watt-hours per kilogram of the two NiMH battery packs used in the 1999 test vehicles is 130% FW1 Minimum payload, no auxiliary loads greater than the lead-acid battery packs in the two 1997 FW2 Min payload, A/C high, headlights low, radio on test vehicles. FW3 Maximum payload, no auxiliary loads

Drive Cycle specific Energy - Wh\ Kg FW4 Max payload, A/C high, headlights low, radio on

60 The Pomona Loop testing results displayed in Figure 5 50 include the minimum and maximum testing results for all eight Urban and Freeway tests. The graph ranges 40 include the four testing scenarios for each Loop. 30

20 Po mo na Lo op M inimum and M aximum R ang es 10

0 Rang er PbA 19 9 4 19 9 5 19 9 6 19 9 7 19 9 8 19 9 9 EV Plus EV 1 PbA Figure 4. Average (mean) specific energy (watt- EPIC PbA hours per kilogram) of the EVAmerica test S-10 Delphi vehicles. S-10 NiM H A lt ra Pomona Loop Testing Results - The Field Operations EPIC NiM H Program also supports the Urban and Highway Pomona Ranger NiM H Loop Baseline Performance testing conducted in Southern California. In addition to confirming EVAmerica RAV4 Inductive test results, the Pomona Loop testing sometimes S-10 provides access to vehicles that are only available in EV1 Panasonic PbA California. In contrast to the “closed track” nature of the RAV 4 Cond uct ive EVAmerica Baseline Performance tests, the Pomona 0 20 40 60 80 100 120 140 160 180 200 Loop tests are performed on Southern California urban Kilomet ers streets and area freeways. Some fleet managers prefer the nature of the Pomona Loop on-road testing rather than the dynamometer evaluation of the EVAmerica methodology. Figure 5. Range test results for the 13 vehicles Pomona Loop tested. Includes all The Urban Loop test is 31.1 km long and its elevation eight driving tests conducted on the Urban varies from 274 to 457 meters above sea level and it and Freeway Loops. includes 50 stop signs and traffic lights. The Freeway Generally, the Pomona Loop testing results show lower Loop is 59.9 km long and its elevation varies from 213 to ranges than the Baseline Performance test results. The 351 meters above sea level.3 The loops are fair Urban Loop test includes over 50 stop signs and traffic representations of “typical” Southern California driving lights, while the EVAmerica Constant Speed tests do not patterns. The tested vehicles are driven on each loop in include stops and reacceleration. The Freeway Loop can four scenarios (Table 1). Each trip is driven with either include many stops, depending on traffic conditions. The the minimum or maximum payloads, and either with or lowest range results for the Baseline Performance test without auxiliary power loads (such as air conditioning). vehicles occurs during the EVAmerica 97-km/h Constant Speed testing. The highest range results for the Baseline Performance test vehicles occurs during the EVAmerica 72-km/h Constant Speed testing. 4 EV ACCELERATED RELIABILITY TESTING - The Odometer Average Range Accelerated Reliability testing is similar to the Fleet (kilometers) Temperature (C°) (Kilometers) Operations testing with the important difference that the 30,977 26 159 vehicles are operated in an accelerated mileage mode. 41,268 24 155 That is, the QVTs operate each vehicle up to 40,000 km Average Range 154 per year (48,000 km for vehicles equipped with advanced Overall Average 155 batteries). The goal is to obtain several years of Range traditional fleet-use operations data within a single year. The information collected includes energy use, maintenance requirements, and the effects of Kilometers Range Testing 175 accumulated driving on vehicle performance and range. 17 0 V ehicle 1 Vehicle 2 V ehicle 3 Energy use is collected with kWh meters mounted 16 5 onboard the vehicles conductively charged or mounted 16 0 on dedicated chargers for vehicles that are inductively 155 charged. Several other parameters are calculated, 15 0 including km per kWh and charging profiles, not only for 14 5 entire fleets, but also for single model types and individual vehicles. Toyota RAV4s and Chevrolet S-10s 14 0 13 5 were Accelerated Reliability tested. As an example of the 10 12 14 16 18 20 22 24 26 28 30 32 34 Accelerated Reliability testing activities, some of the Temperat ure ( oC) RAV4 testing results are discussed below. Figure 6. Range testing results of Toyota RAV4s at Three RAV4s were range tested when they were various temperatures. delivered to SCE and later during Accelerated Reliability testing. Testing was conducted on the Urban Loop with minimum payload (driver only) and no auxiliary loads. EV FLEET TESTING - In this testing process, the QVTs Most of the tests were conducted with all three vehicles collect data on EVs used in normal fleet operations within following each other to minimize the effects of varying their respective commercial fleets. The data collected ambient conditions, traffic, and driving style. The ranges includes energy use, mileage, and maintenance listed in Table 2 are the mileage readings when reaching requirements. While vehicles placed in Fleet testing do the “stop condition” (flashing charge light). As seen in the not normally accumulate vehicle data as quickly as Table, the range for all three vehicles varied from 141 during accelerated reliability testing, the Fleet testing is km to 173 km. The reasons for the variation in range are as “real world” as it gets. In addition to providing non- not completely clear. However, the most obvious controlled testing data, it also acts as a reality check possibilities are declining battery capacity, the effect of against Baseline Performance and Accelerated ambient temperature on battery capacity, and the so- Reliability testing results. Fleet testing is dichotomous to called “memory effect.” Although the range appeared to laboratory testing, in that the test vehicles are exposed to vary directly with ambient temperature (Figure 6), the variables that are often unanticipated. However, this is data was not clear enough to make a definite conclusion. the reality of how drivers use the vehicles and the best measure of how well a vehicle performs. Table 2. Range testing results for the three RAV4s. Odometer Average Range Figure 7 highlights how fleet-testing results can differ (kilometers) Temperature (C°) (Kilometers) from dynamometer and track testing. All three bars for Vehicle 1 each of the four vehicles measure km driven per kWh 13 29 155 charged. (The charging efficiency was not measured for 9,226 30 164 the Nissan Altra). As measured in km driven per kWh, 13,592 17 142 the least efficient energy use occurred during fleet 25,338 26 159 testing with the four vehicles averaging 2.7 km per kWh 32,277 24 147 (Table 3). The average energy use for the four vehicles Average Range 153 during the drive-cycle dynamometer testing (SAE J1634) was 5.4 km per kWh. The average EVAmerica charging Vehicle 2 efficiency results for the three vehicles was 3.5 km per 16 29 173 kWh. The average fleet energy use results were 50% 14,500 14 141 lower than the average drive cycle efficiency results and 28,217 26 163 23% lower than the EVAmerica charging efficiency 39,525 24 150 results. Generally, hotel loads while on charge in fleet Average Range 157 use contributes to lower energy efficiencies. These hotel Vehicle 3 loads can include heating and cooling vehicle battery 27 29 168 packs and passenger cabins. Extended time left on 15,578 15 142 charge, such as over weekends, will also lower energy 18,440 26 147 efficiencies. Vehicle Energy Use NEIGHBORHOOD ELECTRIC VEHICLE TESTING 7.0 Fleet Operat ions Drive-Cycle Ef f iciency Charging Ef f iciency 6.0 A neighborhood electric vehicle (NEV) is 4-wheeled,

5.0 generally larger than a golf cart, but smaller than most light-duty passenger vehicles. NEVs are configured to 4.0 carry two or four passengers (Figures 9–11), or two 3.0 passengers with a pickup bed.

2.0 NEVs are defined by the United States National Highway 1. 0 Traffic Safety Administration as subject to Federal Motor 0.0 Vehicle Safety Standard (FMVSS) No. 500 (49 CFR Chevrolet S-10 Ranger Nissan A lt ra RAV4 571.500). Per FMVSS 500, NEVs have top speeds between 32 and 45 km/h and are defined as “Low Speed Figure 7. Energy efficiency based on kilometers traveled Vehicles.” While “Low Speed Vehicle” is technically the per kilowatt-hour of energy. correct term, “NEV” has become the term used by industry and fleets to refer to passenger vehicles subject Table 3. Energy use (kilometers per kilowatt-hour) to FMVSS 500. measured during Fleet, EVAmerica Drive Cycle (SAE J1634) and EVAmerica Charging Efficiency tests. The FMVSS 500 requires that NEVs be equipped with Nissan Altra drive cycle data is the average efficiency for , stop lamps, turn signal lamps, tail lamps, the eight Pomona Loop tests. N/A - Not available. reflex reflectors, parking brakes, rear view mirrors, Vehicle Fleet Drive Charging windshields, seat belts, and vehicle identification Operations Cycle Efficiency

Chevrolet S-10 2.1 5.5 3.4 Ford Ranger 2.9 4.8 3.3 Nissan Altra 2.1 4.7 N/A Toyota RAV4 3.5 6.6 3.7 Average 2.7 5.4 3.5

Fleet testing can also generate energy use information Figure 9. NEV from Ford/Th!nk. that cannot be collected during controlled testing. For instance, the average charge load profile for 18 Toyota RAV4s was plotted for 24 hours and averaged as 1-hour energy use periods (Figure 8). The highest average

KWh Average Charge Load Profile 0.4 0.35 0.3 0.25 0.2 0.15 0.1 0.05 0 1 4 7 10 13 16 19 22 24 Hour average Figure 10. NEV from Global Figure 8. Average charge load profile for 18 (GEM). Toyota RAV4s energy use occurs at 5 p.m. and the lowest at 7 a.m. The maximum energy used in any 15-minute period was 1.41 numbers. About 30 states have passed legislation or kWh and the total quarterly energy used for the 18 regulations allowing NEVs to be licensed and driven on RAV4s was 7,343 kWh. roads that generally are posted at 56 km/h or less.

While NEVs were initially used in gated communities, they have been increasingly used by the general public for applications such as transporting kids to school, shopping, and general neighborhood trips. NEVs are very cost efficient, in terms of initial capital costs, fuel costs, and overall operating expenses. per year. This equates to an average of 5,200 km per NEV annually or 14 km per day. It is estimated that 110,515 liters of use is avoided annually by the 348 NEVs. This equates to 320 liters of petroleum use avoided per NEV, per year. Using the 348 NEVs avoids generating at least 352 kilograms of smog- forming emissions annually.

Because of the increasing use of NEVs, the CARB mandates providing for NEV credits, that all of the large companies manufacturing vehicles in the United States have made investments to build NEVs, and the contribution NEVs make to decreasing petroleum use Figure 11. NEV from Frazier Nash. and air emissions, the Program has initiated NEV testing.

As part of its 2003 zero emissions mandates for full-size The first step was to develop Baseline Performance test light-duty and sport utility vehicles, the California Air procedures based on the EVAmerica test procedures. Resources Board (CARB) approved 4 credits for NEVs These are being adapted with active input from NEV used in California during the years 2001 and 2002, with manufacturers. The EVAmerica Baseline Performance decreasing credits after 2002. Many expect that NEVs test procedures require vehicle performance capabilities will be used by original equipment automotive that the NEVs are not capable of, nor are they designed manufacturers to meet at least part of their zero for. For instance, NEVs are not capable of coast-down emission mandates by 2003. testing from 101 km/h as required for calibration of the drive cycle dynamometer testing. The NEV EVAmerica In addition to the above uses, many federal, private, and procedures in final form will likely include one or more public fleets are increasingly using NEVs at military drive range tests on closed tracks, but certainly not the bases, national parks, and commercial airports, and for 72- and 97-km/h constant speed testing used with the 5 local government activities. NEVs are reducing original EVAmerica tests. In addition, the performance petroleum use and simplifying fueling requirements by goals will be significantly lower than EVAmerica goals. decreasing or eliminating the need for infrastructure. For federal fleets, NEVs can significantly The emerging NEV industry has many new entrants, and decrease petroleum use, helping the federal fleets the testing activities will also document if the NEVs comply with Executive Order 13149 (Greening The comply with the FMVSS No. 500 standards. The Field Government Through Federal Fleet and Transportation Operations Program will be NEV EVAmerica Baseline Efficiency) which requires a 20% decrease in annual Performance testing up to fifteen NEV models, starting petroleum use by fiscal year 2005. late 2001. In addition, the Program will also initiate NEV fleet testing starting late 2001; four fleets with 85 NEVs To better understand how fleets are using NEVs, and if will participate. and how the Field Operations Program should be testing NEVs, fifteen fleets were surveyed concerning their use URBAN ELECTRIC VEHICLE TESTING of NEVs. The fifteen fleets operate a total of 348 NEVs in a variety of missions. The fleets service military, Urban electric vehicles (UEVs) have been developed commercial, municipal, rental, and transportation (Figures 12 and 13) for use in urban applications, with organizations. The mean size of the fifteen NEV fleets is 23 NEVs and the median size is 10 NEVs. The NEV fleets range in size from 2 to 82 NEVs. Thirty percent of the 348 NEVs were purchased as replacement vehicles. Fifty-six percent of the NEVs are used only on private roads, 32% are used only on public roads, and 12% are used on both public and private roads. The fleets reported that 91% of the 348 NEVs did not have any problems; 4% of the NEVs have had their battery packs replaced. The fleets are charging 99% of their NEVs at 110 volts. Figure 12. Toyota e-com UEV. The NEVs’ contribution to petroleum avoidance and cleaner air can be estimated based on the miles driven information provided by the fleets, and by assuming top speeds of approximately 85 km/h. Similar to the gasoline use and air emissions values. Gasoline and NEVs, the UEVs are not capable of being tested with the emissions data for a are used as the Civic EVAmerica test procedures for full-size EVs. The UEVs has the best for a gasoline-powered cannot attain 101 km/h for the coast-down tests, nor vehicle and has very clean emissions.6 The 348 NEVs are being driven a total of about 1.9 million kilometers operate at the required 97 km/h for one of the constant In addition, a combination of 10 Insights and Priuses will speed tests. be tested in four fleets.

Figure 13. UEV from Ford/Th!nk. Some of the new Urban EVAmerica performance goals include acceleration times of 0 to 48 km/h within 8.5 Figure 14. HEV. seconds, a minimum top speed of 72 km/h within 1.6 km, and a minimum range of 48 km when tested to the Urban Drive Cycle. The newly developed Urban EVAmerica The Pomona Loop testing of the Insight demonstrates technical specifications7 and test procedures8 are that the testing method (Table 1) can significantly impact available on the Field Operations Program Website. the energy consumption results. When the vehicle is tested in urban driving with the air conditioning turned on The Program will initiate Urban EVAmerica Baseline maximum, the fuel economy dropped to 17.6 km per Performance testing early in 2002. Five models of UEVs liter. With the air conditioning off and a minimum will likely be Urban EVAmerica Baseline Performance payload, the fuel economy was 22.3 km per liter in urban tested. In addition, fleet testing on three UEV models driving. The highest fuel economy obtained during the (100+ UEVs) will start during January 2002, and accel- urban driving tests was 26.9 km per liter. The overall erated reliability testing will be started on at least one average fuel economy for the eight urban tests UEV model about the same time. (Scenarios UR1 - UR4 were each driven twice) was 21.6 km per liter. TESTING

Hybrid electric vehicles require new test procedures given their various operating scenarios. For instance, should HEVs be tested in pure electric modes, combined modes, or only in drive cycles when internal engines provide energy and power? The Program is developing Hybrid EVAmerica testing procedures9 that incorporate these and other operating scenarios while it performs initial Pomona Loop testing on the Honda Figure 15. Toyota Prius HEV. Insight (Figure 14) and Toyota Prius (Figure 15). These initial tests will be used to refine the Hybrid EVAmerica For the Toyota Prius, the highest average fuel economy testing procedures to incorporate the lessons learned. obtained during a single freeway test was 26.5 km per liter and the lowest result was 20.3 km per liter with a full Testing changes will include testing the HEV when it is payload and the air conditioning turned on. The overall operated in the “rechargeable energy storage system” average fuel economy for freeway driving for the Prius (RESS) mode if it is capable of being driven in RESS was 21.9 km per liter. mode only, so an HEV’s “pure electric” range can be measured. HEVs will also be tested in the manufacturer- Acceleration (Table 4) and braking performance tests specified normal operating (combined) mode with testing were also performed on the Honda Insight and Toyota to commence at 100% state-of-charge. When applicable, Prius during the Pomona Loop testing. From an adjusted both km-per-liter of fuel and the km-per-kWh will be speed of 40.23 km/h (25 mph), the Insight required an captured as well as the HEV’s range when operated in average of 8.8 meters to stop and the Prius required an pure electric mode. average of 8.3 meters to stop.

When this paper was submitted, the Honda Insight and Toyota Prius HEVs had just completed the Pomona Loop testing. Both vehicles, as well as two additional HEV models, will be Hybrid EVAmerica Baseline Performance tested starting the spring of 2002. One Insight and one Prius will also be Accelerated Reliability tested for 1 year. Table 4. Performance testing results for the Honda BASELINE PERFORMANCE TESTING - Southern Insight and Toyota Prius. California Edison has performed Baseline Performance tests on two USPS vehicles.10 The testing includes Honda Insight Toyota Prius gradeability (the maximum grade the vehicle can ascend), maximum speed on various grades (Table 5), Acceleration (seconds) maximum speed, several range tests, energy 0 to 48 km/h 4.2 4.5 consumption, water hazards, and overcharging rates. 0 to 97 km/h 12.7 13.1 48 to 89 km/h 7.2 7.0 Table 5. Gradeability test requirements for the USPS (column marked “USPS”) and testing results for the two test vehicles. The maximum achievable speed on four Acceleration - 0.4 km grades was measured, as was the maximum grade 11 Time – seconds 19.1 19.4 achieved. The speed units are in km/h. Speed – km/h 115.9 119.1 USPS Vehicle 3 Vehicle 4 TESTING Speed at 2.5% Grade N/A 93.5 94.1 Speed at 3% Grade 88.5 90.4 90.6 The Field Operations Program will also be conducting operations and fueling evaluations on three hydrogen- Speed at 6% Grade 72.4 76.8 75.8 powered vehicles. One vehicle will be a 100% hydrogen- Speed at 20% Grade 16.1 33.6 35.9 fueled Mercedes , and the other two vehicles will be blended compressed (CNG) Ford F150 Maximum Grade 25% 26.2% 26.6% pickups using 30% and 15% , respectively. The vehicles will be driven in some fleet applications as well as with dedicated drivers to gain experience with the The highest dynamometer testing range results have vehicles and the hydrogen/CNG refueling structure that been achieved during city drive cycles; the highway supports them. These activities will commence by the portion of the dynamometer testing lowers the range end of 2001. Testing these vehicles will help prepare for results. The city drive-cycle portion of the dynamometer future testing activities. testing and the Pomona Urban Loop testing more closely resemble how the USPS vehicles will be used. Payload also impacts range-testing results. When tested with the USPS ELECTRIC VEHICLE TESTING minimum payload, Ford reports a combined city/highway range of 85 km. When tested with the full maximum The Field Operations Program is supporting the U.S. payload of 567 kg, the dynamometer results are 50 km Postal Services’ (USPS) purchase of 500 light-duty (Table 6). electric delivery vehicles by providing testing and technical support to demonstrate the capabilities of these Table 6. Southern California Edison’s Dynamometer vehicles (Figure 16). The drive train, batteries, and testing results using SAE recommended practices (SAE electric components are all based on Ford Motor J1634) for range testing (combined two Urban Driving Company’s electric Ford Ranger. The testing and Schedules followed by two Highway Fuel Economy Test demonstration activities include Baseline Performance Procedure runs). The range tests were performed at the testing, accelerated reliability testing, onboard data maximum payload of 567 kilograms. collection, field testing at three USPS locations in California and , and a final analysis of the Maximum Payload DC kWh Out Dynamometer km entire 500 vehicle deployment. Vehicle 3 16.2 49.9 Vehicle 3 16.2 50.7 Vehicle 4 16.2 50.4 Vehicle 4 15.7 49.2 Combined city (91.7 km) and highway (69.2 km) range at minimum payload – 84.8 km

ACCELERATED RELIABILITY TESTING - Southern California Edison has also been performing accelerated reliability testing on two additional USPS vehicles; each will be driven 32,000 km within 1 year. To date, the two Figure 16. USPS light-duty electric vehicles have each been driven an average of 31,413 delivery vehicle being charged at SCE. km (Table 7). Table 7. Accelerated Reliability testing results as of mid- Vehicle 2 September 2001. 08-31-00 338 74 Original Vehicle 1 Vehicle 2 Average 10-12-00 2,549 63 Original Km Driven 30,516 32,309 31,413 12-06-00 6,168 68 Original AC kWh used 11,727 12,555 12,141 03-27-01 15,931 80 Original AC kWh/Km 0.38 0.39 0.39 06-15-01 23,134 79 Original 09-18-01 32,671 76 Original* Range, energy use, and ambient temperatures are collected whenever the vehicles are driven. The two 09-20-01 32,806 68 Original* vehicles have averaged 0.39 AC kWh per km (2.6 Average #2 73 km/kWh). The vehicle ranges are periodically tested on the Pomona Urban Loop at maximum payload, with no * Four modules replaced. auxiliary loads. Results have ranged from 63 to 80 km per charge, with an average of 72 km per charge (Table Conclusion 8). The Field Operations Program supports the deployment There has been some vehicle maintenance issues, as of advanced technology vehicles by demonstrating would be expected with a new production vehicle, vehicle performance and fleet suitability. The Program including two pack replacements in Vehicle 1 and four has evolved in step with industry to ensure the latest modules replaced in Vehicle 2. Several changes have generation of vehicles are tested and the results also been made to the battery management algorithm, disseminated in a timely manner. In continuing this so the testing has included several variables. Based on a progression, the Program has initiated the testing of 7-day week, Vehicle 1 has had an availability rate of NEVs, HEVs, and UEVs. 96.3% and Vehicle 2 has had a 99% availability rate. USPS FLEET TESTING - To capture “real world” energy The initial EVAmerica testing of full-size pure EVs efficiency for the USPS vehicles, the energy use of 28 demonstrated the capabilities, and sometimes the lack of USPS electric vehicles was collected at the Fountain capabilities, of these early products. The resizing of pure Valley, California post office.12 The 28 odometers were EVs to fit niche markets should result in greater market read on June 1, 2001 and again on July 2, 2001. A single penetration. The NEVs are lower priced than the earlier ABB kWh meter was used to collect energy use for all 28 full-size EVs, providing greater economic utilization while charging stations. The 28 vehicles logged 13,926 km meeting the mission requirements of many fleets; most during the study period and they used 9,446 kWh, of the NEVs should provide vehicle range capabilities yielding 0.68 kWh per km energy efficiency (1.47 (30+ km) that exceed most mission requirements. The km/kWh) for the Fountain Valley fleet. manufacturing barriers to enter the NEV market are less than the full-size EV market, with the result that there is a Table 8. Range tests conducted during Accelerated greater need to ensure that the products are safe and Reliability testing. perform as advertised. The Field Operations Program has developed a testing program that supports NEV Date Odometer Tested Battery Pack purchasing decisions.13 Tested (km) Range Installed ON (km) While UEVs, with their higher advertised range Vehicle 1 capabilities (50+ km) and top speeds, should be able to successfully function in station and other urban 08-30-00 420 74 Original missions, there is no historical record of their performance characteristics and life-cycle costs. As with 10-12-00 2,337 68 Original the NEVs, the Field Operations Program has also 12-06-00 6,140 66 Original developed testing procedures and initiated the testing of several UEV models. 03-28-01 15,294 72 03-13-01 06-18-01 22,227 76 04-06-01 With the advent of commercially available HEVs, the Program has designed test procedures specifically for 09-18-01 30,833 68 04-06-01 them. Testing will answer questions concerning their true 09-19-01 30,930 71 04-06-01 fuel-use rates and the life of their propulsion batteries. Groups such as the Partnership for New Generation of Average #1 71 Vehicles (PNGV) have battery-life goals of 15 years; the Program will document the life of HEV battery packs with their advanced materials. The Program will also document HEV operational issues and life-cycle costs.

The Field Operations Program and its testing partners can be found at will continue to ensure that fleet managers and others http://ev.inel.gov/atv/hev_pdf/procedure.html have unbiased information to support their transportation 10. Wehrey, M., et al. December 2001. Demonstration technology decisions. and Evaluation of U.S. Postal Service Electric Carrier Route Vehicles. Southern California Edison. REFERENCES 11. Wehrey, M., et al. December 2001. Demonstration and Evaluation of U.S. Postal Service Electric Carrier 1. 1999 EV America Technical Specifications. October Route Vehicles. Southern California Edison. Pages 1999. Electric Transportation Applications. The 23 6, 7, and 9. volume EVAmerica test procedures can be found at 12. Francfort, J. January 2002. U.S. Postal Service – http://ev.inel.gov/fop/eva/procedure.html Fountain Valley Electric Carrier Route Vehicle 2. Implementation of SAE J1634 May 93 – “Electric Testing. INEEL/EXT-02-00084. Idaho National Vehicle Energy Consumption and Range Test Engineering and Environmental Laboratory. Procedure”. ETA-TP003, Revision 2, March 1997. 13. EV America: Neighborhood Electric Vehicle (NEV) 3. Argueta, Juan C., et al. August 1999. Electric Vehicle Technical Specifications. July 2001, Revision 0. Test Procedure. Southern California Edison. Pages Electric Transportation Applications. The 17 volume 22 and 25. NEV testing procedures can be found at 4. Accelerated Reliability Testing Procedures. October http://ev.inel.gov/fop/nev/procedure.html 15, 1997. Electric Vehicle Field Operations Program. Southern California Edison. CONTACTS 5. Francfort, J.E., and M. L. Carrol, July 2001. Neighborhood Electric Vehicle Fleet Use. James Francfort. Idaho National Engineering and INEEL/EXT-01-00864. Idaho National Engineering Environmental Laboratory; P.O. Box 1625; Idaho Falls, and Environmental Laboratory. ID, USA; 83415-3830; Phone: 208 526-6787; Fax 208 6. EPA/DOE Fuel Economy Guide - 526-0969, email: [email protected] http://www.fueleconomy.gov/feg/FEG2000.html EPA Guide - Lee A. Slezak. U.S. Department of Energy Headquarters, http://www.epa.gov/autoemissions Office of Energy Efficiency and Renewable Energy, 7. Urban Electric Vehicle (NEV) Technical Office of Transportation Technologies, Washington, DC. Specifications. March 2001. Electric Transportation Phone 202 586-2335, Fax 202 586-1610; email: Applications. [email protected] http://ev.inel.gov/fop/eva_pdf/UEV_TechSpecs_R0.PDF 8. The 17 volumes of Urban Electric test procedures ACKNOWLEDGEMENTS can be accessed at http://ev.inel.gov/fop/eva_pdf/procedure.html Work supported by the U.S. Department of Energy, Assistant Secretary for Energy Efficiency under DOE 9. EV America: Hybrid Electric Vehicle (HEV) Technical Idaho Operations Office Contract DE-AC07-99ID13727. Specifications. June 2001. Electric Transportation INEEL/CON-01-01382. Applications. The 20-volume HEV test procedures